{"id":"F2005L00069","name":"AD/B767/76 Amdt 1 - Brakes and Attachments","slug":"ad-b767-76-amdt-1-brakes-and-attachments","collection":"legislative_instrument","jurisdiction":"commonwealth","status":"in_force","isInForce":true,"actNumber":null,"makingDate":null,"administeringDepartment":null,"currentVersion":{"id":33444,"registerId":"commonwealth-F2005L00069-current","compilationNumber":null,"startDate":"2026-04-01","status":"InForce","reasons":null,"registeredAt":null},"sections":[{"sectionNumber":"Boeing 767 Series Aeroplanes","sectionType":"division","heading":"Boeing 767 Series Aeroplanes","content":"### Boeing 767 Series Aeroplanes\n\n| AD/B767/76 Amdt 1 | Brakes and Attachments | 2/2005 |\n| ----------------- | ---------------------- | ------ |\n\n| Applicability: | Model 767 series aircraft equipped with carbon brakes.                                                                                                                                                                                                                                                                                                                                                                                                                                                                      |\n| -------------- | --------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------- |\n| Requirement:   | Action in accordance with the technical requirements of FAA AD 94-03-07 Amdt 39-8814.Accomplishment of Boeing SB 767-32-0183 (Rev 1 or later FAA approved revision) constitutes terminating action for the inspections required by paragraphs (a)(1) and (a)(2) of FAA AD 94-03-07.                                                                                                                                                                                                                                         |\n| Compliance:    | As specified in the Requirement Document with a revised effective date of 28 April 1994.                                                                                                                                                                                                                                                                                                                                                                                                                                    |\n|                | This Amendment becomes effective on 17 February 2005.                                                                                                                                                                                                                                                                                                                                                                                                                                                                       |\n| Background:    | The FAA received numerous reports of brake failure during landing and during a low energy rejected takeoff. The actions specified in this Directive are intended to prevent the failure of two or more MLG brakes, which could adversely affect the stopping performance of the aircraft.This amendment adds a paragraph that accomplishment of Boeing Service Bulletin 767-32-0183 constitutes terminating action for the inspections required by this AD.The original issue of this AD became effective on 28 April 1994. |\n\n![](image.001.png)  \nDavid Punshon  \nDelegate of the Civil Aviation Safety Authority\n\n7 January 2005","sortOrder":0},{"sectionNumber":"AD/B767/76 Amdt 1","sectionType":"part","heading":"AD/B767/76 Amdt 1","content":"## AD/B767/76 Amdt 1","sortOrder":1},{"sectionNumber":"Brakes and Attachments","sectionType":"part","heading":"Brakes and Attachments","content":"## Brakes and Attachments","sortOrder":2},{"sectionNumber":"2/2005","sectionType":"part","heading":"2/2005","content":"## 2/2005","sortOrder":3}],"analysis":{"flash_summary":{"complexity_score":3,"scope_assessment":{"changed":false,"description":"This amendment does not broaden the population of affected aircraft or add new safety objectives. It adds an alternative/terminating method of compliance (completing Boeing SB 767-32-0183) for inspections already required by FAA AD 94-03-07. Mechanically, it narrows ongoing inspection obligations for operators who complete the SB, but it does not expand the AD's original applicability or introduce new regulatory aims beyond addressing the same brake-failure risk identified in the original AD."},"complexity_factors":["Short, single-issue AD focused on brakes for a specific aircraft family","Primary content consists of cross-references to external documents (FAA AD 94-03-07 and Boeing SB 767-32-0183) rather than detailed technical provisions","One conditional provision: completing Boeing SB 767-32-0183 constitutes terminating action for specific inspection paragraphs (a)(1) and (a)(2) of the FAA AD","Requires tracking of later FAA‑approved revisions of the Service Bulletin (open-ended acceptance of later approved revisions)","Two effective dates referenced (original AD effective 28 April 1994; this amendment effective 17 February 2005) which add minor administrative complexity","Cross-jurisdictional dependency on FAA amendment numbers and paragraph references (operators must read and interpret foreign regulator text to determine exact obligations)"],"plain_english_summary":"**What this directive does (mechanically)\n\n- This Airworthiness Directive (AD) applies to Boeing 767 series aeroplanes that are fitted with carbon brakes. (Applicability)\n- It requires operators to carry out the inspections and actions specified in FAA AD 94-03-07 (Amendment 39-8814). (Requirement)\n- The amendment added that carrying out Boeing Service Bulletin (SB) 767-32-0183 (Revision 1 or any later FAA‑approved revision) is a \"terminating action\" for the inspections required by paragraphs (a)(1) and (a)(2) of FAA AD 94-03-07. That means if an operator completes the Boeing SB as specified, they no longer have to continue those particular inspections. (Requirement)\n- Compliance timing and procedures are as set out in the referenced Requirement Document; the original AD had an effective date of 28 April 1994 and this amendment became effective on 17 February 2005. (Compliance / Effective date)\n\nWho is affected\n\n- Airlines, leasing companies, maintenance organisations and any operator of Boeing 767 series aircraft that are equipped with carbon brakes. (Applicability)\n\nWhy it matters (official rationale and how that maps to practical effects)\n\n- The FAA reported multiple incidents of brake failures during landing and low-energy rejected takeoffs. The stated safety goal of the AD is to prevent the failure of two or more main landing gear (MLG) brakes, which could reduce the aircraft's stopping performance. (Background)\n\n- Practically, the AD forces operators to: inspect and/or modify brake components in line with the FAA AD; or perform the Boeing Service Bulletin modification, which, once done, ends the need for the recurring inspections identified in the FAA AD. This changes maintenance routines and downtime planning for affected aircraft. (Requirement)\n\nPolicy mechanics, incentives and trade-offs\n\n- Who pays: Operators bear the direct costs — inspections, parts, labour, and associated aircraft downtime. These are commercial maintenance costs charged to airlines or lessees. (Requirement)\n- Who decides: CASA (through this AD) mandates compliance, but the AD cross-references FAA regulatory text and a Boeing Service Bulletin; therefore the technical prescription is imported from the FAA and Boeing rather than reproduced in full in the AD. (Requirement / Background)\n- Behavioural change: Operators must either continue the inspections required by FAA AD 94-03-07 until they carry out Boeing SB 767-32-0183, or implement the SB earlier to stop recurring inspections. That creates an incentive to perform the SB to avoid ongoing inspection costs and downtime. (Requirement)\n- Trade-offs and opportunity costs: Completing the SB will typically require a one‑off investment and downtime; the operator trades that short-term cost for reduced recurrent inspection burden. If the SB is expensive or hard to schedule, operators may defer it and absorb ongoing inspection cost and risk. (Requirement)\n- Implementation risk and compliance burden: The AD relies on external documents (an FAA AD and a Boeing SB). Operators must obtain and follow those documents exactly; any later FAA-approved revisions of the SB are acceptable, which gives some technical flexibility but requires tracking revisions and approvals. Ensuring correct applicability (confirming aircraft are the carbon-braked variant) adds administrative steps. (Requirement)\n\nConcentrated benefits, diffuse costs and capture risk\n\n- Benefits (reduced risk of serious brake failure) accrue primarily to the operator, crew and passengers of the affected aircraft and to airports where those aircraft operate. Costs (inspection and modification expense, downtime) are concentrated on operators. The AD delegates technical detail to Boeing/FAA materials; that delegation is common in airworthiness regulation but means operators depend on manufacturer guidance for the terminating action. (Background / Requirement)\n\nKey practical points for operators\n\n- Confirm whether your 767s are fitted with carbon brakes.\n- Obtain FAA AD 94-03-07 and Boeing SB 767-32-0183 (Rev 1 or later FAA‑approved revision) and schedule the required inspections or SB work.\n- Completing the Boeing Service Bulletin as specified halts the need for the specific recurring inspections named in FAA AD 94-03-07 paragraphs (a)(1) and (a)(2).\n\n(Sections cited: \"Applicability\", \"Requirement\", \"Compliance\", and \"Background\" as provided in the AD text.)"},"flash_summary_failed":{"failed":true,"reason":"Unauthenticated. Configure AI_GATEWAY_API_KEY or use a provider module. Learn more: https://ai-sdk.dev/unauthenticated-ai-gateway","source":"analysis-cron"},"kimi_summary":{"content_quality":"ok","complexity_score":3,"scope_assessment":{"changed":false,"description":"This amendment maintains the original scope of the 1994 airworthiness directive. It does not expand applicability to new aircraft types or brake systems. The amendment merely adds a terminating action provision, which is a standard maintenance optimization within the existing safety framework rather than a scope expansion."},"complexity_factors":["Short, single-purpose instrument (approximately 250 words)","Only 2 defined applicability criteria (aircraft model and brake type)","Heavy reliance on external documents (FAA AD 94-03-07 and Boeing Service Bulletin 767-32-0183) — the actual technical requirements are not reproduced in the text","Simple conditional logic: one terminating action provision (completion of SB 767-32-0183 ends inspection obligations)","No nested exceptions or complex cross-referencing within the instrument itself","Repetitive header/footer artifacts in the source text create visual clutter but do not add legal complexity"],"plain_english_summary":"This is an **Airworthiness Directive (AD)** — essentially a mandatory safety order issued by Australia's Civil Aviation Safety Authority (CASA) for aircraft.\n\n**What it does:**\nThis directive requires owners and operators of **Boeing 767 aircraft fitted with carbon brakes** to carry out specific safety inspections and maintenance actions. These actions follow technical requirements set out in a US Federal Aviation Administration (FAA) safety order (AD 94-03-07).\n\n**Why it matters:**\nThe FAA received multiple reports of **brake failures during landings and aborted takeoffs**. If two or more main landing gear (MLG) brakes fail, the plane may not be able to stop properly — creating a serious safety risk.\n\n**What's new in this version (Amendment 1):**\nThis 2005 update adds an **escape route** for operators. If they complete a specific Boeing Service Bulletin (767-32-0183, Revision 1 or later), they can stop doing the repetitive inspections that the original 1994 directive required. Think of it as: \"fix it properly once, and you don't have to keep checking forever.\"\n\n**Who must comply:**\nAnyone operating a Boeing 767 with carbon brakes in Australia must follow this directive. The technical work must align with the FAA requirements, but with an effective date of 28 April 1994 for compliance purposes."}},"importantCases":[],"_links":{"self":"/api/acts/ad-b767-76-amdt-1-brakes-and-attachments","history":"/api/acts/ad-b767-76-amdt-1-brakes-and-attachments/history","analysis":"/api/acts/ad-b767-76-amdt-1-brakes-and-attachments/analysis","conflicts":"/api/acts/ad-b767-76-amdt-1-brakes-and-attachments/conflicts","importantCases":"/api/acts/ad-b767-76-amdt-1-brakes-and-attachments/important-cases","documents":"/api/acts/ad-b767-76-amdt-1-brakes-and-attachments/documents"}}